I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun. 

At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood. 

The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023. 

Related: 2023 Suzuki V-Strom 800DE | First Ride Review 

Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm. 

Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets. 

Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.  

Related: Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes

The 2023 Suzuki GSX-8S Bits 

Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool. 

The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day. 

GEAR UP

• Helmet: HJC RPHA 91 
• Jacket: Joe Rocket Turbulent Women’s Jacket
• Gloves: Joe Rocket Ballistic Ultra Women’s Gloves
• Pants: Alpinestars Daisy V2 Women’s Riding Jeans
• Boots: Joe Rocket Trixie Women’s Boots

The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped. 

This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads. 

The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it. 

If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence. 

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

Ready to Roll 

“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders. 

They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs. 

To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings. 

I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design. 

The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me. 

I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help. 

With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way. 

One for All 

Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders. 

Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride. 

After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong. 

2023 Suzuki GSX-8S Specs

• Base Price: $8,849 
• Website: SuzukiCycles.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 776cc 
• Bore x Stroke: 84.0 x 70.0mm 
• Horsepower: 82.0 @ 8,500 rpm (factory claim) 
• Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 57.7 in. 
• Rake/Trail: 25.0 degrees/4.1 in. 
• Seat Height: 31.9 in. 
• Wet Weight: 445 lb (factory claim) 
• Fuel Capacity: 3.7 gal. 

See all of Rider‘s Suzuki coverage here.

When I accepted the assistant editor position at Rider, I expected to ride motorcycles outside of what I was used to. That was one of the many exciting things about the job. This past January, I got what I was looking for – and then some. At the BMW U.S. Rider Academy two-day Street Survival On-Road course at the BMW Performance Center in Greer, South Carolina, I went from riding my usual Honda Rebel 250 the week before to a BMW R 1250 GS. I can handle some easy math, and that’s about five times the displacement of my personal bike. And at 5-foot-1 and 110 lb, I was feeling like I had bitten off a little more than I could chew. By the end of the weekend, however, I didn’t want to get off the big GS.

This was the first class I’d taken since the Harley-Davidson Riding Academy at my local dealership seven years ago. That course had been great fun, puttering around the parking lot on Harley Street 500s and taking each step nice and slow. While my riding has improved since then just by putting in the miles, I knew some real training with coaches would be beneficial. So off I went to the BMW Performance Center.

When the Student is Ready…

Upon arriving that first day, I chatted with some of the instructors while waiting for the class to start. When one of them asked me what bike I had reserved for the class, I told him I’d picked the G 310 R, thinking the smallest one would be the most comfortable for me. However, he said I should try the R 1250 GS instead.

I laughed, assuming he was joking. It wouldn’t be the last time I would be wrong over the course of the weekend.

“No, really,” he said. “A lot of people think that the smaller one will be easier, but the 1250 is so well balanced. Once you get used to the size, it’s the better bike for the exercises we’ll be doing.”

At that point, I shrugged my shoulders. I told him maybe I’d give the big bike a go later, with no real confidence that I’d feel up to it that weekend. Little did I know that I’d soon be riding side-saddle around the track on the R 1250 GS, asking myself what I had gotten myself into and thinking my momma’s going to kill me when she sees these photos.

The morning began in the cafeteria drinking free coffee and chatting. At 8:30, we moved to the classroom, where we introduced ourselves and went through a slideshow about the types of exercises we’d be doing that day. There were five instructors and 10 students, so we’d get plenty of help and feedback. We spent less time in the classroom than I expected – only about 30 minutes – then we were off to meet our bikes and get started.

Related: 2018 BMW G 310 R | First Ride Review

That’s when I ended up on the 1250. When we walked out, I spotted the 310 right away and walked toward it. For the first exercise, the instructors told us we needed to use a bike with a centerstand, so I moved over to a 1250. I never did get it up on the stand by myself, but the instructors were happy to help me out by steadying the beast while I tried. I did manage to get it off the centerstand by myself once – my first victory of the day.

After getting to know the bikes, we were ready to ride down to the track, so I once again walked to the 310. This time, a different instructor asked me if I was sure I wouldn’t rather use the 1250 since, again, it would be the best option for the upcoming exercise. At that point, I figured the instructors knew what they were talking about, so I trusted the process. I was there to learn and break out of my comfort zone anyway, right? I slung a leg over the 1250, struggled to reach the kickstand for a solid minute before finally catching it with my boot, and fired it up. Then we were off.

Related: 2021 BMW R 1250 GS | Road Test Review

The first few laps went better than expected. We did some acrobatics that felt nuts to me at first but were actually easy and fun, like riding while standing on the pegs followed by a lap with our right knee on the seat. On the next lap, we put our right leg behind our left and sat side-saddle, and then we rode standing with the right foot on the left peg and the left foot dangling out to the side. Then we did the same thing with the other leg. During that exercise, I thought to myself, This isn’t so bad. I might not drop the bike after all. Wrong again.

Then we got into the slow maneuvers, such as in-line weaving, riding tight circles in a box, and figure-eights. I dropped that big GS over and over and over. I must thank my instructors here for their resilient patience. They never complained or even looked slightly annoyed by having to continually pick my bike up for me. They offered words of encouragement and plenty of feedback and advice, so I always knew what to work on the next go-round. In fact, after every single attempt at an exercise, there was an instructor or two there to provide helpful feedback and cheer us on.

I looked forward to the breaks throughout the day, not only because sitting in a chair resulted in fewer bruises than dropping the motorcycle, but also because it gave us a chance to talk. We got to know each other and learned that, even if we came from different backgrounds – or different continents – we all had a lot more in common than we realized. 

The only other woman in the class was Christine, and she is as badass as they come. She’s done other classes and trackdays and has four motorcycles at home, the most recent addition being a Ducati Multistrada. I also met Dave, who lives up near the Blue Ridge Parkway and met our EIC Greg and his wife, Carrie, at an Edelweiss Greece tour last year. There was also John, Terry, Yasser, William, Fernando, George, and Sam, all of whom were lovely to talk to and had plenty of their own experiences to share. The instructors sat with us too, joking and telling stories. Even Neale, the fantastic photographer for this story, found some time between taking photos to sit and chat with us. It was truly wonderful to feel that connection and friendship with a group of people I’d never met before.

At the end of the first day, they brought out a fleet of models for us to ride around the track for what they called the “ultimate test ride.” We’d hop on one bike, ride a couple laps, park it, and switch to something else. I tried out an F 900 XR, a gigantic R 18 cruiser, and other bikes. It was a fun way to end the first day, and it allowed me to make some headway toward my goal of trying out different motorcycles. After that, we were all ready for a beer and some food.

Related: 2021 BMW R 18 Classic | Tour Test Review

…Makes You Stronger

Waking up the second day in the hotel room, I was so sore from being tense while I rode the day before and from dropping the bike that the last thing my body wanted to do was get out of bed. But I rolled out, geared up, and met Neale and Dave in the lobby for breakfast. I’m glad I made the effort and that I chose the two-day course instead of the one-day course because the second day was pure fun.

Don’t get me wrong, there were still exercises that challenged me and taught me to ride in ways I hadn’t before, but the nerves had vanished. I was able to relax and have fun. The other students were no longer strangers but rather new friends, and I knew I could ride that monster of a motorcycle this time because, although it hadn’t been pretty, I’d ridden it before. On the second day, I only dropped it three times! Quite an improvement on the previous day.

The exercises we did on Sunday consisted of putting together the individual techniques we’d learned on Saturday. We worked on emergency stops, cornering, emergency stopping in a corner, and other valuable skills. Halfway through the second day, my bike started leaking fluid (no doubt from the countless times I’d dropped it the day before), so they brought me out a new one. Christine offered to swap with me for the 1250 GS with low suspension that she was riding, and that was much better. 

We finished up in the classroom, and the instructors gave us some homework exercises, a goodie bag, and their cards. They encouraged us to reach out to them at any time with pictures of new motorcycles we get or whatever other moto-related activities we’re up to.

By the end of the weekend, I felt much more confident, although plenty sore, and was excited to practice what I’d learned and try out more new motorcycles. As I continue my own moto journey, I hope to see all my new friends from the BMW Street Survival class out on the roads, enjoying their new skills and the motorcycles that brought us all together.

SIDEBAR: BMW U.S. Rider Academy

The BMW Performance Center in Greer, South Carolina, offers several types of motorcycle courses. I took the two-day Street Survival On-Road course, but there’s also a one-day and three-day versions of the course, as well as a ladies-only version.

Other training options include a two-day MSF Basic Rider course; a two-day USRA Authority School (for police-style training); one-day, two-day, and three-day versions of the Adventure Off-Road course; and a ladies-only Adventure Off-Road course. The instructors told us the off-road courses are the most popular (and most fun). They also said all BMW U.S. Rider Academy courses book up fast. The only reason I was able to find an open spot on short notice for the two-day Street Survival course is because someone else had canceled. Usually, they fill up several months in advance.

Pricing varies based on the length of the class. One-day classes are $900, two-day classes are $1,800, and three-day classes are $2,700. When I took the class, BMW offered the option of either using one of their motorcycles or bringing a personal motorcycle to use. I chose to rent, as most others in the class did, and I’m glad I did. Although I dropped my bike more than anyone else in the class, I was far from the only student to drop one. Now, BMW requires students to use one of BMW’s motorcycles, which removes any anxiety a student might have about damaging their personal ride. Each course comes with a chef-prepared lunch each day, which was delicious and included several dietary options. BMW also offers 20%-off coupons at rallies and events.

A full list of courses, prices, and availability can be found here.

When I tell people I have a motorcycle, I get one of three responses. The first is that motorcycles are dangerous and not worth the risk. The second is that a Honda Rebel 250 isn’t a “real” motorcycle. The third response – and my favorite by far – is delivered in the form of a story about someone’s trusty first bike that they’ll never forget.

See all of Rider‘s Honda coverage here.

I’ve heard the horror stories of life-changing accidents. These stories I can respect. They come from a place of caring, sometimes a place of loss. They’re not fun stories, but they are stories that deserve to be heard.

As to the second response, I have lost patience with those who say the Rebel isn’t a real motorcycle. The Rebel 250 is small, that’s true. You won’t find it on a list of the top 10 most powerful motorcycles. You won’t find it on anyone’s list of dream bikes. But if people who tell me the Rebel 250 isn’t a real motorcycle could hear some of the third type of responses, they might have a different perspective.

The third response is my favorite because it is the one that most aligns with my own experience. It comes from riders who have owned a Rebel 250, usually as a first bike. When I tell these people what motorcycle I have, they light up. They tell me about how they learned to ride on a Rebel. Or how they left work in a trail of dust on a Rebel when their spouse was going into labor or taught their sons and daughters to ride on a Rebel. I can relate to these stories because they are fueled by that first joy of sitting on a bike.

When I decided I wanted a motorcycle, I searched everywhere. I printed off Craigslist postings and asked my friends and family what they thought of them. I took pictures of motorcycles with “For Sale” signs on the side of the road. I didn’t really know what I was looking for until I saw a posting for a 2014 Honda Rebel 250.

I took my dad with me to look at it the very next week. It was the least intimidating motorcycle I had seen so far. It was gorgeous, with shiny black paint and a stylish “Rebel” sticker on the gas tank. I admit, my enthusiasm about finally finding a motorcycle that was affordable, small enough for me to sit on comfortably, and in great condition might have clouded my judgment, but I still think it’s a beautiful bike. 

Some things are beautiful not because of their complexity but because of their simplicity. The Rebel wasn’t trying to be anything it wasn’t. Likewise, I wasn’t trying to impress anyone with a thundering loud exhaust or state-of-the-art technology. I just wanted to be what I was: a new rider comfortable and happy on her first motorcycle.

Before I ever sat on a motorcycle, I rode horses. My horse is named Chief. I still have him, although now he spends his days grazing through retirement. He is a gentle giant, calm and steady. He stuck with me through thorn briars and winding wooded trails. We even have the same hair color. One thing I learned from Chief was how to trust what carries you. I developed a similar trust with the Rebel.

My Rebel has been my loyal mount for six years. It has carried me from Dover, Tennessee, up to Grand Rivers, Kentucky, a town of about 400 people nestled between the Tennessee and Cumberland rivers with a fantastic restaurant called Patti’s. To get there, I go up the Trace through Land Between the Lakes. I stop for a break in front of the old iron furnace. I ride by the elk and bison range. I swing by the planetarium and watch a Beatles laser show. Before long, I’m dining at Patti’s, chowing down on bread baked in a clay flowerpot and a 2-inch-thick pork chop.

My Rebel has also carried me to Aurora, Kentucky, home of the Hot August Blues Festival and Belew’s Dairy Bar. The memory of a Belew’s double cheeseburger with the patty edges crispy with grill flavor still makes my mouth water. At the Hot August Blues Festival, folks from all walks of life stretch out on the riverbank and catch up while bands get down with it. You never meet a stranger in Aurora, even if you’ve never seen a single person there before. Through all these experiences, my Rebel was with me.

I’m not trying to convince you to go buy yourself a Rebel 250. If you’re new to motorcycles and want one that is easy to ride, dependable, and not very expensive, then a Rebel is a good choice. It’s not flashy or impressive, but it has a character of its own. Nor am I trying to convince myself that I made the right choice. If I could do it over again, I wouldn’t change a thing. All I want is for new riders to cherish their time with their first bike and for experienced riders to take a moment and remember what that felt like.

Allison Parker joined the Rider staff as assistant editor in August 2022. This is her first story for the magazine, and it appeared in the December 2022 issue. –Ed.

Following the Suzuki announcement in June of select 2023 sport, dual-sport, supermoto, and off-road motorcycles and its recent announcement of updated V-Strom 1050 models, the company has released information on more sport, street, and adventure bikes that are returning for 2023. Included in the lineup are the high-performance sport GSX-R series, the street-tested and agile GSX-S series, the SV650 standard, V-Strom 650 adventure bikes, and the Burgman 400 scooter.

Read Suzuki’s press release below for details and pricing.

2023 Suzuki GSX-R Series

GSX-R1000R – At the pinnacle of the GSX-R product line of high-performance motorcycles, the 2023 GSX-R1000R’s engine combines high-performance engineering with performance and tractability. Traction control, launch control, and a bi-directional quick shifter help deliver an unparalleled sport riding experience.

The GSX-R1000R offers Showa BFF and BFRC-Lite suspension components delivering a suspension feel that helps riders rule any track day or mountain pass. Up-front, stainless-steel brake lines, radially mounted Brembo Monobloc brake calipers grasp a pair of 320mm Brembo T-drive floating brake rotors for strong stopping power with outstanding braking response and lever feel.

The GSX-R1000R continues its reign as the best liter-class supersport offering excitement with a proven combination of stellar reliability, durability, usability, and overall high performance with excellent racing potential. All delivered in a striking package augmenting the GSX-R’s 35+ year legacy of championship-winning sportbike performance.

Key points of the 2023 Suzuki GSX-R1000R include:

• A compact inline four-cylinder engine produces an exciting powerband thanks to the Suzuki Variable Valve Timing (VVT) system.
• Advanced electronics, like Launch Control and the Bi-Directional Quick Shift System, augment riding performance.
• Twin-spar aluminum frame with adjustable swingarm pivot carrying Showa Balance Free Front Fork (BFF) and rear shock for confident high-performance handling.
• Stainless steel brake lines feed the ABS-equipped Brembo 4-piston front calipers for extraordinary stopping performance and lever feel.
• Superb wind protection and aerodynamics with an LED headlight and Suzuki Ram Air Direct (SRAD) ducts.
• Advance and distinctive LED position lights.

For 2023, the GSX-R1000R rules the street or track in three color options. A historic Metallic Triton Blue and Metallic Mystic Silver paint scheme evocative of Suzuki’s MotoGP bikes, a stunning Metallic Matte Black and Glass Sparkle Black, or a Pearl Brilliant White and Metallic Matte Stellar Blue paint scheme. MSRP is $18,199. Visit the Suzuki website for more details.

GSX-R1000 – In 1985, Suzuki revolutionized the sportbike category with the introduction of the original GSX-R750, and then created another milestone in 2001 with the introduction of the GSX-R1000. The GSX-R1000 features the lightweight chassis of the GSX-R750 and a 988cc inline four-cylinder engine design.

Related Story: 2017 Suzuki GSX-R1000 | First Ride Review

The 2023 Suzuki GSX-R1000’s inline 4-cylinder engine provides power delivered smoothly and controllably across a broad rpm range. Like the original GSX-R1000, the 2023’s compact, light, and strong chassis deliver precise high-performance handling and excellent suspension feel combined with stellar braking control. All combined to help riders conquer a racetrack or a country road with confidence. Advanced electronic rider aids such as Traction Control and a Bi-Directional Quick Shifter augment the riding experience while the distinctive, aerodynamic GSX-R bodywork offers styling that continues to turn heads.

Equipped with Showa’s Big-Piston Fork plus Brembo T-drive rotors and Monobloc brake calipers, the GSX-R1000 help deliver the sort of performance and confidence a sport rider’s favorite canyon road ride or local track day demand.

For 2023, the GSX-R1000 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Metallic Matte Black No. 2 and Glass Sparkle Black liveries. MSRP is $16,149. Visit the Suzuki website for more details.

GSX-R750 – On the road or on the track since 1985, the GSX-R750 features a pairing of 750cc performance with the lightweight, compact chassis of a 600cc Supersport, complemented by technologically advanced suspension front and rear. The 2023 GSX-R750 is the latest expression of the GSX-R’s original concept.

Related Story: Suzuki GSX-R750: The First Generation 1986-1987

Key features for the 2023 Suzuki GSX-R750 include:

• Iconic, GSX-R aerodynamic styling with three distinctive paint and graphics schemes.
• Fuel-injected, 750cc, 4-cylinder engine powers a balanced sportbike experience.
• Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
• Twin-spar aluminum frame and Showa Big Piston Front Fork (BPF) deliver extraordinary handling.
• Twin Brembo Monobloc, radially mounted front brakes deliver robust stopping power.

The 2023 Suzuki GSX-R750 is available in Metallic Triton Blue and Metallic Mystic Silver, Pearl Brilliant White and Metallic Matte Stellar Blue or Glass Sparkle Black and Glass Matte Mechanical Gray. MSRP is $12,849. Visit the Suzuki website for more details.

GSX-R600 – The 2023 GSX-R600 underscores the GSX-R’s tradition of blending championship-winning track performance with impeccable handling.

The GSX-R600’s compact, four-cylinder engine reacts with vigor when a rider demands it, while its supremely refined suspension and brakes provide precise, responsive confidence-inspiring handling. The superb ergonomics enhance rider control and comfort, and the iconic GSX-R bodywork delivers an agile look.

The GSX-R600’s race-ready look isn’t manufactured, it’s the byproduct of the GSX-R’s multiple decades of producing road racing dominance. The Suzuki GSX-R600 is designed for riders considering a mid-size supersport bike at home, on the track, or on the street. 

Key features for the 2023 Suzuki GSX-R600 include:

• Iconic, GSX-R styling with three distinctive paint schemes.
• Fuel-injected, 599cc, 4-cylinder engine delivering championship-delivering power from idle to redline.
• Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
• Twin-spar aluminum frame and Showa Big Piston Fork deliver exceptional handling.
• Twin Brembo Monobloc, radially mounted front brakes deliver strong stopping power.

Paint options include Pearl Brilliant White and Metallic Matte Stellar Blue, Glass Sparkle Black and Glass Matte Mechanical Gray, and Suzuki’s historic Metallic Triton Blue and Metallic Mystic Silver paint scheme. MSRP is $11,699. Click here for more details.

2023 Suzuki GSX-S

GSX-S1000 – The 2023 GSX-S1000 now aims to deliver greater controllability, agility, and power while complying with worldwide emissions standards. The GSX-S1000’s physique comes in a tight and striking package.

The GSX-S1000’s styling features include stacked LED headlights housed in a minimalistic cowling that resides between a pair of MotoGP-inspired winglets protruding from the angular radiator shrouds.

Related Story: 2022 Suzuki GSX-S1000 | Road Test Review

Riders can keep that power of the GSX-R-based engine under control with the electronic Ride-by-Wire throttle bodies and the latest version of the Suzuki Clutch Assist System (SCAS) that smooths shifting and engine braking.

There’s more GSX-R DNA in the chassis with its aluminum, twin-spar frame design, and superbike-braced swingarm. The suspension features a fully adjustable, inverted KYB fork and easy-to-adjust rear shock. Stopping performance is stellar via the dual, ABS-equipped, radial-mounted, four-piston Brembo front brake calipers and 310mm floating rotors. Wider than the prior generation model, the cast-aluminum handlebar provides a comfortable reach and the proper leverage to hustle the GSX-S1000 through the corners and maneuver in tight city streets and traffic.

Related Story: 2022 Motorcycle of the Year

The 2023 GSX-S1000 has the Suzuki Intelligent Ride System (S.I.R.S.) in its corner. Make this bike your own using the three-mode Suzuki Drive Mode Selector and the five-mode (and OFF) Advanced Traction Control System. Give your clutch hand a rest with the Bi-Directional Quick Shift system. Suzuki’s popular Easy Start and Low RPM Assist systems get the fun started without any hassle.

The 2023 GSX-S1000 comes in Metallic Triton Blue and the new Glass Sparkle Black. MSRP is $11,499. Visit the Suzuki website for more details.

2023 Suzuki SV650 and V-Strom 650 Adventure Series

SV650/SV650 ABS – Since the first SV650 launched in 1999, this iconic middleweight has seen continual improvements while still embodying the sporty ride, precise feel, and riding versatility and prowess only a provocative, mid-sized V-twin roadster delivers. 

The 2023 SV650 and SV650 ABS use an entertaining and refined engine delivering torquey middleweight performance, low emissions, and outstanding fuel economy. This enjoyable V-twin mill is mounted in a trim and lightweight chassis delivering a keen and spirited riding experience.

For 2023, the SV650 is available in Glass Sparkle Black and Solid Iron Gray bodywork, while the SV650 ABS features Metallic Reflective Blue bodywork.

Related Story: 2017 Suzuki SV650 | First Ride Review

Both SV650s’ great looks and sparkling performance deliver sportbike-like handling, exceedingly great value, and riding versatility that a broad range of riders continues to embrace, whether they are new to the sport, growing their riding skills or avid road racers; the confidence-inspiring Suzuki SV650 is their ideal ride.

Key features of the 2023 Suzuki SV650/ABS include:

• Liquid-cooled, 645cc, 4-stroke, DOHC, V-twin engine delivers inspired performance.
• Suzuki EFI system with Low RPM Assist makes takeoffs smooth and pleasant.
• Steel trellis-style frame blends low weight and strength for nimble handling.
• Slim bodywork is aesthetically pleasing while aiding comfort and maneuverability.
• Dual 4-piston front brake calipers and compact ABS** system (SV650 ABS) help provide great stopping performance.

V-Strom 650XT Adventure – Point the iconic Suzuki DR-BIG-inspired beak of the V-Strom at the horizon as the 37L quick-release aluminum panniers, rugged accessory bar, handlebar cross-brace, and mirror extensions are standard equipment. Finished with deep, Glass Sparkle Black paint, the 2023 V-Strom 650XT Adventure performs on tubeless-spoke wheels with blue-anodized rims conveying style, strength, and performance.

Loaded with intelligent features and ready for any adventure, the V-Strom 650XT Adventure continues the V-Strom legacy of offering a fun, agile, adventurous motorcycle providing unmatched versatility. The engine delivers stellar performance and great fuel economy while achieving worldwide emission standards. Suzuki’s proven engineering delivers a bike with low weight and a trim chassis, creating a V-Strom 650XT Adventure that does so many things so well, this bike could be called the Swiss Army Knife of motorcycles.

MSRP is $10,799. Visit the Suzuki website for more details.

V-Strom 650XT – Riders love the Suzuki V-Strom 650XT for its unique merger of a lightweight chassis coupled with an exciting liquid-cooled, 90-degree, 650cc, V-twin engine. A merger that creates a perfectly balanced motorcycle capable of delivering excitement, comfort, and confidence on every ride.

Related Story: 2018 Suzuki V-Strom 650XT vs V-Strom 1000XT | Comparison Review

V-Strom 650XT riders see it delivering on motorcycling adventure while bringing a big dose of intelligence and versatility. The 2023 Suzuki V-Strom 650XT comes in a Pearl Brilliant White livery and is complemented by hand guards, a lower engine cowl, as well as spoke-style gold-anodized wheels mounting tubeless radial dual-sport tires.

MSRP is $9,599. Visit the Suzuki website for more details.

V-Strom 650 –The Suzuki V-Strom 650 is the perfect motorcycle for riders looking for versatility, real-world performance, and exceptional value. The 2023 V-Strom 650’s perfect blend of V-twin performance in a strong, yet lightweight chassis that delivers thrilling rides and cost-effective fun like no other adventure tourer on the scene today.

Related Story: 2017 Suzuki V-Strom 650 | Road Test Review

The 2023 V-Strom 650 rocks Suzuki’s beautiful Pearl Vigor Blue and Metallic Matte Sword Silver paint complemented with black accents giving this model runway-level attractiveness. The beak-style fairing, with vertically stacked headlights, augments the V-Strom 650’s aerodynamic prowess while protecting the rider in style. Light and strong 10-spoke cast wheels shod with Adventure-spec Bridgestone Battlax 19-inch front and 17-inch rear tubeless radial tires are great for all-around performance.

MSRP is $9,104. Visit the Suzuki website for more details.

2023 Suzuki Burgman 400 Scooter

Already the leader in its category, the 2023 Suzuki Burgman 400 continues with a host of styling, technical, and feature updates galvanizing its reputation as the Elegant Athlete of the scooter world. The Burgman 400’s slim and sharp styling features a new Solid Iron Gray paint scheme combined with blue wheels and seat stitching that pay classy homage to Suzuki’s on-road championship heritage.

The Burgman’s nose and tail blend sophisticated styling with full LED function, as the dual headlights have integrated position lights, while the rear combination taillight elegantly blends with the smooth bodywork. Functional design is brought to the well-thought-out instrument panel. Riding range and real-time fuel consumption indicators also may help the rider conserve fuel.

Related Story: 2018 Suzuki Burgman 400 | First Ride Review

The Burgman’s strong and responsive 400cc engine has a revised camshaft profile and a dual-spark technology ignition system achieving worldwide emissions standards while offering impressive fuel economy and highway riding power.

Similar to systems used on Suzuki’s V-Strom 650 adventure tourer and GSX-S750 street bikes, the Burgman features a rider-selectable Traction Control system offering the rider peace of mind and excellent road-holding ability in a variety of road conditions. Suzuki’s Easy Start System is a standard Burgman feature, so a simple, momentary press of the starter button starts the engine, while the fuel injection maintains a steady, smooth idle under all conditions.

The large-diameter 15-inch cast front wheel helps increase stability while enhancing the Burgman 400’s visual appearance and carries a pair of 260mm disc brake rotors. The 13-inch rear wheel has a 210mm hydraulic disc brake for reliable stopping control. The Anti-lock Brake System (ABS) monitors wheel speeds and hydraulic pressure hundreds of times per second to help provide stopping power that matches the available traction.

MSRP is $8,599. Visit the Suzuki website for more details.

To see Suzuki’s full motorcycle lineup or to find a Suzuki dealer near you, visit the Suzuki website.

They are called shoes in the Alpinestars sales and marketing literature, but the Faster 3 shoes are truly a hybrid crossover between shoes and boots. The Faster series of footwear has been in the Alpinestars line for some time, and this third iteration is a substantial upgrade from earlier offerings.

Gear selection is an exercise in personal preference and compromise. The Faster 3 shoes are an object lesson in this concept. I have both high-top and fully armored riding sneakers and several types of high-rise boots in my gear closet. The sneakers are extremely comfortable both on and off the bike but are very light on protection. The boots are supremely protective, but are rigid, awkward, and semi-uncomfortable for extended walking. The Alpinestars Faster 3 shoes can be boot-horned directly between these two extremes.

The Faster 3 shoes are an armored, over the ankle, lace-up model with a substantial cutout in the Achilles area for enhanced mobility. I am sure you can already see the advantages.

Read more of Rider‘s apparel reviews

Let’s start with the safety features. The Faster 3 shoes now carry the important CE certification in each of their variations: the Rideknit, Drystar, and the standard version (as tested). There is a subtle, low-profile TPR toe slider and an extremely protective and supportive TPR heel cup out back. Dual density ankle protectors are inserted between the microfiber upper and padded lining on both sides of the shoe.

On the comfort end of the spectrum, the aforementioned cutout in the rear of the boot gives a level of front to back mobility that full-rise boots can’t match. The sole is semi-rigid with an integrated support shank, providing a solid riding platform while also affording comfortable walk-ability. The boots feel supportive and comfortable both on and off the bike. I identified no pressure points or comfort quibbles on day-long rides. Ventilation is more than adequate.

The lace-up design is another advantage of this shoe. I really like the ability to fine-tune the fit with laces; however, loose laces on a motorcycle boot can cause problems if the laces are allowed to whip around. Alpinestars has provided a solution by including an easy-to-actuate Velcro strap to secure the boot laces for riding. The design works well and is easily adjusted with gloved hands.

The Faster 3 shoes really shine on the bike. That semi-rigid sole gives good riding feedback while spreading the pressure from the foot pegs over the full arch. The ankle mobility makes shifting and braking seamless and nimble. The low-profile toe box facilitates movement between upshifting and downshifting.

I am calling the Alpinestars Faster 3 shoes a winner for urban riding and light touring. While not as protective as full boots, the compromises are well-balanced and carefully engineered. The $169.95 retail price point places Faster 3s in the ballpark with other premium riding shoes.

The Alpinestars Faster 3 shoe is available for $169.95 in six color options and sizes 6-14.

It’s been a long wait since 2018, but Intermot is back for 2022. This massive 6-day European event will take place in Cologne, Germany, from Oct. 4-9 and feature 500 exhibiting companies and brands, new exhibitions and demonstrations, test tracks for attendees of all experience levels to test new bikes and scooters, stunt rides and competitions, and even a tattoo and barber shop.

We can’t wait to see what the biggest European companies in the industry have up their sleeves to unveil this year. Tickets and travel accommodations are still available on the Intermot website. For more information about Intermot 2022, see the press release below.

Intermot, the International Motorcycle, Scooter, and E-Bike Fair, is the first trade fair highlight of the year for motorcycle and scooter fans from Europe. This year, Intermot takes place from Oct. 4-9 in Cologne, Germany. Around 500 exhibiting companies and brands from around 29 countries, including many big names, will present their new and current models and product innovations to the international specialized trade and the biker community. In addition to motorcycles and scooters, Intermot also encompasses accessories, clothing, parts, heritage and customizing, and travel and workshop equipment.

Intermot is organized by Koelnmesse GmbH, and the conceptual sponsor of the event is the German Motorcycle Industry Association (IVM), based in Essen, Germany.

Many brands will be represented at Intermot, including Aprilia, Benelli, BMW Motorrad, Energica, Honda, Horex, Kawasaki, KTM, Moto Guzzi, MSA (Voge), Suzuki, Triumph, Vespa, and Zero. Intermot will take place at the Cologne fairgrounds in Halls 7, 8, and 9 and in the neighboring outdoor areas of the fairgrounds.

Related: Read Rider‘s latest motorcycle first looks and reviews

Demonstrations and Test Rides

As an event-oriented trade fair, Intermot 2022 will also offer its visitors special events on the topics of motorcycles and scooters in addition to exhibition presentations. Visitors will be able to try out the new models for themselves on the various test tracks in the directly neighboring outdoor areas. Whether novice or experienced motorcycle or scooter rider, there is a test track for everyone: rookies as young as 15 years old can make their first rounds on the 125cc test track, while experienced riders can test the new models on the big bike test track. On the e-test track, everything revolves around electromobility. Expert supervision and instruction will be present at all test tracks.

The best 40 stunt riders of Europe will compete at Intermot from Oct. 7-9 for the European Street Freestyle Championship. Organized by FIM Europe (Fédération Internationale de Motocyclisme), the international umbrella organization for motorcycling, only absolute experts are at work here.

The Institute for Motorcycle Safety (ifz) dedicates itself to the theme of “safety” in breathtaking action shows. A mix of stunt, action, and riding demonstration takes place here four times a day. Important safety topics are thus presented in a uniquely entertaining and memorable way.

In the Halls

There are also exciting themes to be discovered in the halls. The major custom exhibition of Intermot will be presented in Hall 7, organized by Custombike magazine. This exhibition will cover a variety of categories, such as smaller two-wheelers (including small, kickstart, and standard mopeds, as well as light motorcycles), cafe racers, choppers, bobbers, cruisers, roadsters, dirtbikes, racebikes, factory customs, and radical bikes. In each themed area you’ll also receive expert advice from proven professionals. If you need a break from all the excitement, you can also sit back and talk shop with fellow enthusiasts in the Custom Lounge.

The special event “Wrap my ride” in Hall 7 informs on the professional wrapping of bikes, helmets, and panniers. Whether conspicuous design or protective foil against falling rocks, experts from the wrapping scene will demonstrate how you can apply your chosen design onto the surface correctly using self-adhesive foils and films.

And those who are looking for a new tattoo or want to shape their beard can take a short detour to the tattoo and barber shop of Intermot in Hall 7.

The Big Stage

Motorcycle fans can find the Intermot stage, the stage for the big appearance, in Hall 8. Here one can follow expert talks featuring the most interesting celebrities, influencers, and experts from the world of motorcycling. In addition, extraordinary motorcycles are presented and award ceremonies performed. The “Bike Woman of the Year” award, sponsored by the trade journal Bike und Business, will also be presented here on Oct. 5.

The 125 cc special show, presented by Motorrad magazine, encompasses the whole world of 125 cubic centimeter bikes. From petrol engines to electric drives. Whether cross/supermoto, street/naked, scooters, or specials, including cafe racers, flat-trackers, and choppers. You can also test-ride all the exhibited models on the 125 cc test track. And you don’t even need a license. Those 15 and over can participate when accompanied by an adult. Protective clothing will of course be provided on location.

About Koelnmesse

Koelnmesse stages Intermot and The Tire Cologne, two major international trade fairs in the mobility segment, hosted at its trade fairgrounds in Cologne, Germany. From 2022, Koelnmesse will expand its portfolio with polisMOBILITY, a new, hybrid event that shows how mobility in cities can and must be designed in the future. Alongside tires and wheels, The Tire Cologne focuses on equipment for motor vehicle servicing and tire fitting centers and presents a comprehensive range of products and services for tire retreading and the recycling and disposal of old tires. Intermot is the show for motorized two-wheelers and presents the key innovations in electromobility, accessories, clothing, parts, customizing, touring and workshop equipment. The events serve as central, international business platforms, bringing the industry together with a carefully targeted approach to showcase the latest products, developments, and innovations.

KTM proves it has the next generation of riders and racers in mind with the addition of the new SX-E 3 electric motorcycle. Ideal for young riders, this bike is based on the beloved SX-E 5 but sports a lower power output, smaller wheels, and a lower and adjustable seat height.

For helpful tips and tricks for beginners, visit our Learning to Ride page.

The SX-E 3 features the same high-quality technology as the SX-E 5 but in a smaller package. Both models share the same permanent magnet electric motor, but the KTM SX-E 3 has a lower output of 3.8 kW. The 60 lithium-ion battery cells gives riders two hours of casual drive time and recharges from empty in 70 minutes. Recharging requires no more than plugging in to a 110- or 230-volt socket.

Upfront, 35mm non-adjustable WP XACT USD forks take care of the bumps, providing 5.7 inches of wheel travel. On the rear, a WP monoshock is mounted directly to the swingarm, offering 5.2 inches of travel, and is perfectly matched to the front fork.

Related Stories: See all of Rider‘s KTM coverage here

Another feature that makes this motorcycle perfect for smaller riders is the low, adjustable seat height. Standard height is 23.6 inches, but the seat height can be lowered to 21.8 inches by lowering the bodywork/seat, mounting the rear shock in an alternative position, and lowering the front fork in the triple clamps. An adjustable seat height allows young aspiring riders to get comfortable on a bike from a younger age and develop skills that they would otherwise have to wait for.

KTM, in keeping with its dedication to providing the perfect motorcycle for young riders, has equipped the SX-E 3 with safety features also available in the SX-E 5. Perhaps the most important safety feature is the roll-over sensor which kills power to the motor when the motorcycle is tipped over. Another safety feature is the lockable ride modes panel. Riders can choose among six different ride modes with parents having the ability to lock the ride modes so riders can’t change modes mid-ride. These safety features along with zero emissions and a quieter, less intimidating noise than a gas-powered motorcycle make the SX-E 3 a true beginner’s bike.

The 2023 KTM SX-E 3 has an MSRP of $4,999, which is $500 less than the SX-E 5.

Find out more about the 2023 SX-E 3 at KTM.com.

The Edelweiss Bike Travel tour brochure is back with nearly 180 pages worth of tour information. With over 40 years of experience offering an extensive range of motorcycle tours, Edelweiss has added new tours this year on top of beloved classics.

Related Story: Edelweiss Bike Travel Best of Greece Tour Review

Tours take place on six continents and range in difficulty, length, and type of riding, all of which is detailed in the new brochure. Tours also vary in ride time vs. sightseeing time, allowing riders a chance to dive into the cultural experiences of the countries and lands they ride through.

Riders can choose to ride their own bikes or rent bikes or gear from Edelweiss, with over 35 motorcycles to choose from. Edelweiss also offers custom tours in which you can customize your tour to fit the needs of your group along with world tours and self-guided tours.

Related Story: Edelweiss Southern France Tour Review

In 2023 for the first time, Edelweiss is offering the Adventure Saudi Arabia and Jordan tour, a two-week excursion through the desert ending close to the Dead Sea. Also debuting in 2023 is the Adventure Country Tracks Tour in the Pyrenees.

The Edelweiss Bike Travel tours brochure is available for free either by mail or to download online. Riders can also get $250 off their tour if they book now until Oct. 31 using code EBB2023. For more information and to see available tours, dates, and pricing, visit EdelweissBike.com.

Last year, Harley-Davidson launched its limited-edition Icons Collection, which revisits classic models or design themes and reimagines them using contemporary platforms, with the stunning Electra Glide Revival. The Motor Company has unveiled the second model in the collection, the Low Rider El Diablo. It will be a limited one-time build of only 1,500 serialized bikes.  

The Low Rider El Diablo is based on the popular Low Rider ST that mimics the characteristic style of the 1983 FXRT.

“It embodies the spirit of counterculture in Southern California in the ‘80s in a contemporary package that features meticulously crafted custom paint and pinstripe trajectories that nod directly to those of the original FXRT,” said Brad Richards, H-D’s Vice President of Design and Creative Director. 

What makes this limited-edition model pop is the detailed paint scheme hand-applied by the artisans at Gunslinger Custom Paint in Golden, Colorado. Layers of El Diablo Bright Red, Bright Red Sunglo, El Diablo Dark Red, Dark Red Pearl, and El Diablo Dark Red Metallic give this motorcycle a depth of color that makes it stand out from the crowd.  

The El Diablo is built on Harley-Davidson’s Softail chassis and the Milwaukee-Eight 117 V-Twin powertrain augmented with a Heavy Breather intake and a 2-into-2 offset shotgun exhaust. It’s claimed to produce 125 lb-ft of torque.  

Factory-installed audio fits perfectly within the fairing and is designed for quality sound. Riders can connect the audio to their mobile device to enjoy the 5.25-inch woofers and 250-watt amplifier. The audio features the Automatic Volume Control which adjusts volume based on vehicle speed. 

Like the standard Low Rider ST, El Diablo features lockable and removable clamshell saddlebags with a combined 1.9 cubic feet of storage capacity, a 43mm inverted fork with dual disc front brakes, and Michelin Scorcher tires. Cruise control and ABS are standard equipment. 

The Low Rider El Diablo will reach authorized Harley-Davidson dealers this fall with an MSRP of $27,999, approximately $6,000 more than the standard LR-ST.  

Following the impressive 2021 Electra Glide Revival, which was inspired by the 1969 Electra Glide, the first Harley-Davidson available with an accessory “batwing” fairing, and the 2022 Low Rider El Diablo inspired by the 1983 FXRT, we look forward to seeing what iconic bike Harley plans to revamp in 2023.